Abstract: A clutch includes a clutch assembly having radially spaced input and output members, torque transmission members therebetween, and a cage retaining the torque transmission members. Rotation of the input member relative to the output member in a first direction engages the clutch assembly while rotation of the output member relative to the input member in the first direction disengages the clutch assembly. The clutch further includes a drag assembly including a rotatable member coupled to the cage of the clutch assembly and a fixed member. The rotatable member rotates in the first direction relative to the fixed member, but rotation of the rotatable member in a second direction relative to the fixed member is limited thereby limiting rotation of the input member of the clutch assembly in the second direction.

Abstract: A control method is provided for controlling an internal combustion engine for a vehicle configured to engage a lockup clutch during a fuel cut, and to decrease a lockup hydraulic pressure at a fuel cut recovery to bring the lockup clutch to a slip engagement. The control method includes estimating a torque of the internal combustion engine generated by the fuel cut recovery when a fuel cut recovery condition is satisfied. The control method further includes decreasing a decrease amount of the lockup hydraulic pressure as the torque is greater.

Abstract: A park lock mechanism for a motor vehicle includes a park lock pawl for selectively forming a form-locking connection to a lock region, the park lock mechanism having a locking mode, in which the park lock pawl is moved into a locking position, and a driving mode, in which the park lock pawl is moved into a driving position. The park lock pawl is pivotable about a pawl axis from the locking position into the driving position. A locking pawl spring device preloads the park lock pawl into the driving position. A locking pawl actuation device has a locking pawl actuator with a locking pawl actuator shaft and has a locking pawl cone, the locking pawl cone being movable along a cone axis by the locking pawl actuator. The cone axis is parallel to the pawl axis. The locking pawl cone is movable along the cone axis between a cone driving position and a cone locking position.

Abstract: Methods and systems are provided for a disconnect assembly in an electric drive unit. In one example, the system includes a dog clutch positioned in a differential, configured to selectively mechanically decouple an electric motor from one or more drive wheels, and including a first interface designed to selectively engage a second interface. In such an example, each of the first interface and the second interface include a plurality of teeth, each tooth in the plurality of teeth includes a drive flank and a coast flank, and the coast flank has a first tooth angle greater than a second tooth angle of the drive flank.

Abstract: Techniques modeling and controlling a torque converter of a vehicle include accessing a look-up table relating (i) various K-factors of a turbine of the torque converter to (ii) various K-factors of an impeller of the torque converter, speed ratios of the torque converter, and torque ratios of the torque converter, calculating a K-factor of the turbine based on the set of parameters, determining a speed ratio and a torque ratio of the torque converter based on the calculated turbine K-factor using the look-up table, determining a target speed and a target torque for the impeller based on the determined speed and torque ratios of the torque converter, and controlling a torque generating system including the torque converter to achieve the target impeller speed and torque to thereby achieve the torque request at a driveline and mitigate or eliminate noise/vibration/harshness (NVH).

Abstract: An electric parking brake device 10 includes an actuator 16 capable of operating and releasing the center brake 6, a power transmission cable 17 connected to the actuator 16, and a manual operation portion 21. The actuator 16 includes an electric motor, and the center brake 6 of the vehicle 1 can be operated or released by a driving force of the electric motor. The manual operation portion 21 is an operation portion for manually operating the actuator 16 without using the driving force of the electric motor in an emergency or the like when the electric motor stops working. An arrangement position of the manual operation portion 21 is a position that is exposed to the wheel house, and is covered from an outer side in a vehicle width direction by the front wheel 11 in a state where the front wheel is oriented in a straight direction.

Abstract: A locking clutch having an inner race that is rotatable with respect to an outer race. One of the races is cylindrically shaped and rotates adjacent to a race having valleys. Each valley is connected to an inclined surface. Rollers are located adjacent to the valleys. A cage having fingers may be restrained with respect to the valleys to set the starting position of the rollers. The cage may be selectively restrained to determine the direction in which the rollers are wedged to determine a direction that drives the rollers into contact with both races to lock the races with respect to each other. Rotation of the inner race with respect to the outer race in a direction opposite direction is a free rotating direction. The locking clutch is designed to simultaneously engage all of its rollers to evenly distribute the forces amongst them.

Abstract: Disclosed is a locking unit having a piston and serving for locking the movement of the piston which can be acted on with pressure of a fluid. The locking unit can additionally have an electromagnet and at least one detent element. The detent element interacts with an armature or an armature rod of the electromagnet, and the piston has at least one detent receptacle, where the piston can be secured by the retaining interaction of the detent element with the detent receptacle. The piston is adjustable between a retracted position and an extended position. The piston is mounted at least partially in a middle piece which is surrounded at least partially by a housing, and the middle piece is configured in two parts from a metal part and a plastic part.

Abstract: A method of automatically activating a high-torque braking system in a heavy-duty vehicle configured to operate in at least one low speed, high torque mode and at least one higher speed, lower torque mode is disclosed. The method includes determining a speed-controller device such as a joystick or lever of the vehicle is in a first position which results in the vehicle travelling in a higher-speed, lower-torque mode, and, responsive to detecting braking and a change in position of the speed-controller from the first position to a second, neutral, position, activating a low-speed high torque mode of operation for braking the vehicle.

Abstract: A clutch assembly comprises at least one controllable friction clutch for variable torque transmission between a clutch input part and a clutch output part; a hydraulic actuator assembly for actuating the friction clutch, the actuator assembly comprising a hydraulic pump, a hydraulic chamber in which hydraulic pressure for the friction clutch is built up by the hydraulic pump and a return flow element with an orifice, via which hydraulic fluid can flow out of the hydraulic chamber into a housing reservoir when the hydraulic pump is not actuated, wherein the hydraulic fluid defines a filling level in the housing reservoir; wherein an outlet opening of the return flow element lies below the filling level of the hydraulic fluid in a inactive state.

Abstract: A blocking mechanism including a transmission casing and a movable pawl having a locking finger. The movable pawl is pivotably mounted in a plane about a pivot axis on the transmission casing between a locking position in which the locking finger is engaged in the locking recess and a release position in which the locking finger is disengaged from the locking recess. The movable pawl includes a cam surface. A linear actuator moves a movable carriage guided by a guide rail, in which the movable carriage includes a cam follower capable of moving on the cam surface, and a housing formed in the transmission casing, in which the guide rail is fitted in the housing.

Abstract: [PROBLEMS] When an acceleration request from a driver is large, upshift is performed under a high engine rotation speed. [SOLUTIONS] Provided is an automatic transmission, including: a torque converter that is disposed downstream of a drive source in a power transmission path and is provided with a lockup clutch; and a transmission mechanism that is disposed downstream of the torque converter and changes a speed ratio between an input shaft and an output shaft, in which in a state where the lockup clutch is engaged, when a rotation speed of the input shaft reaches a first rotation speed, the automatic transmission starts upshift, and in a state where the lockup clutch is disengaged or slips, when the rotation speed of the input shaft reaches a second rotation speed obtained by subtracting a first predetermined rotation speed from the first rotation speed, the automatic transmission starts upshift, and the first predetermined rotation speed decreases as an output torque of the drive source increases.

Abstract: A control system and method for a vehicle is provided. The system comprises a poly-shifter, an RF Hub, a transmission control module (TCM) and a controller. The poly-shifter is configured to be moved between operating states including “Park” and “Non-Park” positions. The RF Hub supports operational features of the vehicle. The TCM determines a lock state of a parking pawl in a transmission of the vehicle and communicates the lock state to the RF Hub. The controller is configured to determine whether a driver has exited the vehicle with the poly-shifter in a “Non-Park” position. The controller is further configured to power down the vehicle based on the lock state of the parking pawl being in a “Park” position and the driver exiting the vehicle with the poly-shifter in the “Non-Park” position.

Abstract: Methods and systems are provided for an actuation system for a parking mechanism in a transmission system of a vehicle. In one example, a system may include an actuator coupled to a lever arm via one or more parallel axis gears, and a shaft connecting the lever arm to a pawl of the parking mechanism, the lever arm non-back drivable at each of a first state and a second state of the actuation system.

Abstract: A power transmission device is provided, which includes a main-drive-wheel drive part, and an auxiliary-drive-wheel drive part having a power extraction part which has a transfer gear set comprised of a transfer drive gear connected to the main-drive-wheel drive part and a transfer driven gear meshing with the transfer drive gear and configured to transmit power to the auxiliary drive wheels. In a power transmission path from the main-drive-wheel drive part to the transfer drive gear, an input shaft connected to the main-drive-wheel drive part and a power transmission shaft connected to the transfer drive gear are coupled to each other in a radial direction through a first spline having a first backlash. A first shear damper without backlash and a second shear damper provided with a second spline having a second backlash smaller than the first backlash are provided between the input shaft and the power transmission shaft.

Abstract: A clutch device includes a clutch center, and a pressure plate movable toward or away from the clutch center, rotatable relative to the clutch center, and operable to press input-side rotating plates and output-side rotating plates. The clutch center includes center-side fitting teeth holding the input-side rotating plates and the output-side rotating plates, projecting radially outward from an outer peripheral surface of an outer peripheral wall, and arranged in circumferential directions, and an oil channel in an end portion of at least one of the center-side fitting teeth in a second direction. The oil channel allows clutch oil flowing at least at an inner peripheral surface of the outer peripheral wall to be discharged to outside of the clutch center.

Abstract: An actuator (1) for a component, in particular for a transmission component of a motor vehicle, including a processor (2) which is connected to an electric motor (3) for the closed-loop or open-loop control thereof, a final control element (4) which can be moved by the electric motor (3), wherein at least one (actuator-integrated) vibration sensor (5) is coupled to the processor (2), and the processor (2) is designed to evaluate the signals delivered by the vibration sensor. A method for evaluating vibrations on a transmission component of a motor vehicle is also provided, in which vibrations on the transmission component are detected by a vibration sensor (5) on the actuator and are processed in a processor (2) of an electromotive actuator (1).

Abstract: To detect the occurrence of slippage, a transmission health monitor integrates speed measurements for an engine shaft and a transmission shaft to determine a number of revolutions for each shaft. The monitor then uses a ratio of the revolutions adjusted for a transmission gear ratio to determine whether slippage has occurred. Based on the slippage, the monitor can determine a cumulative amount of wear on a clutch for each gear and track the rate of change of slippage over time to determine a rate at which wear is occurring. The monitor can also correlate slippage calculations with torque measurements to identify operating conditions at which slippage is occurring. The monitor uses the cumulative amount of slippage, the rate of change of slippage, and the operating conditions at which slippage is occurring to estimate a remaining lifespan for a clutch or indicate that a clutch should be repaired or replaced.

Abstract: An in-vehicle control device includes: a requested torque calculation unit which calculates a requested torque on the basis of a driving state of a vehicle; a requested torque change amount calculation unit which calculates the amount of change in requested torque per unit time as a requested torque change amount; an estimated generation torque calculation unit which calculates estimated generation torque estimated as being generated by an engine; an estimated generation torque change amount calculation unit which calculates the amount of change in estimated generation torque per unit time as an estimated generation torque change amount; and an abnormality detection unit which detects an abnormality of the engine on the basis of the integrated value of a difference between the requested torque change amount and the estimated generation torque change amount, and outputs abnormality determination for the engine.

Abstract: A clutch release bearing assembly is disclosed herein that includes a more durable and improved interface for engaging an actuator. The assembly includes a housing having at least one flange, and the housing is formed from a first material. At least one insert is supported on the at least one flange, and the at least one insert is configured to engage an actuator. The at least one insert is formed from a second material that is different than the first material.